Total Carbone TP2100K1 User manual

Generadores
1
FICHA TÉCNICA
Marca: Total Tools
Voltaje: 110 - 220V~50/60Hz
Capacidad nominal: 15Kw /Máx 20Kw
Fase: Monofásico
Velocidad: 1500 RPM
Alternador: sin escobillas
Motor: 4 tiempos / 4 cilindros
Desplazamiento: 2.15
ATS: No integrado
Refrigeración: Enfriado por agua
Encendido: Eléctrico
Protección: contra falta de agua, aumento de
temperatura y nivel de aceite
Garantía: 3 meses
Peso: 840 Kg.
Procedencia: Importado
Producto: Generador Diésel Súper Silencioso
CÓDIGO:
UTP2150K1
DESCRIPCIÓN: Generador Diésel Súper Silencioso una
capacidad nominal de 15Kw /Máx 20Kw. Monofásico de una
velocidad total de 1500 RPM, su alternador es sin escobillas
con alambre de cobre. Motor de 4 tiempos de 4 cilindros
refrigerado por agua, eléctrico con una garantía de 3 meses
y un peso de 840 Kg.
Alternador
Potencia
15Kw MAX 20Kw
Motor
de 4
tiempos
1500
min-1
840
Alambre de cobre

DIESEL GENERATOR
One-Stop Tools Station
TP2100K1 TP2100K1-1 UTP2100K1 UTP2100K1-1 TP2100K1-5 TP2100K1-5-1
TP2100K3 TP2100K3-1 UTP2100K3 UTP2100K3-1 TP2100K3-5 TP2100K3-5-1
TP2150K1 TP2150K1-1 UTP2150K1 UTP2150K1-1 TP2150K1-5 TP2150K1-5-1
TP2150K3 TP2150K3-1 UTP2150K3 UTP2150K3-1 TP2150K3-5 TP2150K3-5-1
UTP2300K1 UTP2300K1-1 TP2300K3 TP2300K3-1 UTP2300K3 UTP2300K3-1
TP2300K3-5 TP2300K3-5-1 UTP2500K1 UTP2500K1-1 TP2500K3 TP2500K3-1
UTP2500K3 UTP2500K3-1 TP2500K3-5 TP2500K3-5-1

GENSETINSTALLATIONMANUAL
FOREWORD
This installation manual will guide you to the factors to be
considered in the installation of your diesel generator
system. It discusses location and mounting of the
generating set; size of room; ventilation and air flow;
engine cooling water supply or radiator location; exhaust
outlet; fuel tank and fuel transfer system.
By following the suggestions in this installation manual,
you will be able to plan an economical, efficient
generating set installation with operating characteristics
suitable to each particular application.
You can make you work easier by enliting the aid of a
Distributor when planning your generating set installation.
Getting his advice early may save cost and avoid
problems. He knows engines, electrical equipment, local
laws and insurance regulations. With his help, you can be
sure your generating set installation will fulfill your needs
without unnecessary cost.
2

3
Item No.
Rated AC voltage(V)
Rated frequency(Hz)
Rated AC output(kW)
Phase number
Power factor
Cylinder number
Displacement(L)
Excitation mode
Type
Fuel type
Fuel consumption
(g/kW·h)
Lube oil
ATS or NOT No Yes
Engine Max.
output(HP)
Starting system
Cooling system
TP2100K1 TP2100K1-1
220,230,240
50
10
1
1
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
4
1.809
≤255
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
W-30,15W-40
18.7
Electric
Water
UTP2100K1 UTP2100K1-1
110-120/220-240
60
10
1
1
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
4
1.809
≤255
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
W-30,15W-40
18.7
Electric
Water
TP2100K1-5 TP2100K1-5-1
220,230,240
60
10
1
1
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
4
1.809
≤255
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
W-30,15W-40
18.7
Electric
Water
Item No.
Rated AC voltage(V)
Rated frequency(Hz)
Rated AC output(kW)
Phase number
Power factor
Cylinder number
Displacement(L)
Excitation mode
Type
Fuel type
Fuel consumption
(g/kW·h)
Lube oil
Engine Max.
output(HP)
Starting system
Cooling system
UTP2100K3 UTP2100K3-1
110-120/220-240
60
10
3
0.8
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
≤255
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
1.809
18.7
Electric
Water
TP2100K3 TP2100K3-1
220/380,230/400,240/415
50
10
3
0.8
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
≤255
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
1.809
18.7
Electric
Water
TP2100K3-5 TP2100K3-5-1
220/380,230/400,240/415
60
10
3
0.8
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
≤255
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
1.809
18.7
Electric
Water
3
ATS or NOT No Yes No Yes No Yes
No Yes No Yes

UTP2150K1 UTP2150K1-1 Item No.
Rated AC voltage(V)
Rated frequency(Hz)
Rated AC output(kW)
Phase number
Power factor
Cylinder number
Displacement(L)
Excitation mode
Type
Fuel type
Fuel consumption
(g/kW·h)
Lube oil
ATS or NOT No Yes
Engine Max.
output(HP)
Starting system
Cooling system
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
110-120/220-240
60
15
1
1
≤253
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
2.156
28
Electric
Water
TP2150K1 TP2150K1-1
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220,230,240
50
15
1
1
≤253
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
2.156
28
Electric
Water
TP2150K1-5 TP2150K1-5-1
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220,230,240
60
15
1
1
≤253
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
2.156
28
Electric
Water
Item No.
Rated AC voltage(V)
Rated frequency(Hz)
Rated AC output(kW)
Phase number
Power factor
Cylinder number
Displacement(L)
Excitation mode
Type
Fuel type
Fuel consumption
(g/kW·h)
Lube oil
Engine Max.
output(HP)
Starting system
Cooling system
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220/380,230/400,240/415
60
15
3
0.8
TP2150K3-5 TP2150K3-5-1
≤253
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
2.156
28
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
110-120/220-240
60
15
3
0.8
UTP2150K3 UTP2150K3-1
≤253
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
2.156
28
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220/380,230/400,240/415
50
15
3
0.8
TP2150K3 TP2150K3-1
≤253
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
2.156
28
Electric
Water
4
ATS or NOT No Yes No Yes No Yes
No Yes No Yes

Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
11-120/220-240
60
30
1
0.8
UTP2300K1 UTP2300K1-1
≤251
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
3.62
59
3.62
59
3.62
59
3.62
59
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220/380,230/400,240/415
50
30
3
0.8
TP2300K3 TP2300K3-1
≤251
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
11-120/220-240
60
30
3
0.8
UTP2300K3 UTP2300K3-1
≤251
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220/380,230/400,240/415
60
30
3
0.8
TP2300K3-5 TP2300K3-5-1
≤251
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
10W-30,15W-40
4
Electric
Water
Item No.
Rated AC voltage(V)
Rated frequency(Hz)
Rated AC output(kW)
Phase number
Power factor
Cylinder number
Displacement(L)
Excitation mode
Type
Fuel type
Fuel consumption
(g/kW·h)
Lube oil
ATS or NOT No Yes
Engine Max.
output(HP)
Starting system
Cooling system
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220/380,230/400,240/415
50
50
3
0.8
TP2500K3 TP2500K3-1
≤231
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
15W-30,15W-40
Item No.
Rated AC voltage(V)
Rated frequency(Hz)
Rated AC output(kW)
Phase number
Power factor
Cylinder number
Displacement(L)
Excitation mode
Type
Fuel type
Fuel consumption
(g/kW·h)
Lube oil
Engine Max.
output(HP)
Starting system
Cooling system
4
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
11-120/220-240
60
50
1
0.8
UTP2500K1 UTP2500K1-1
≤231
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
15W-30,15W-40
4
4.33
81.5
4.33
81.5
4.33
81.5
4.33
81.5
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
11-120/220-240
60
50
3
0.8
UTP2500K3 UTP2500K3-1
≤231
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
15W-30,15W-40
4
Electric
Water
Brushless,
Self-exciting
Diesel,
direct injection,
4-cycle,vertical
220/380,230/400,240/415
60
50
3
0.8
TP2500K3-5 TP2500K3-5-1
≤231
0#(summer)-
10#(winter)-
20#(chillness)disel
CDgrade,SAE
15W-30,15W-40
4
Electric
Water
5
No Yes No Yes No Yes
ATS or NOT No Yes No Yes No Yes No Yes

GENSETINSTALLATIONMANUAL
TABLE OF CONTENTS
1. INSTALLATION FACTORS
2. MOVING THE GENERATING SET
3. GENERATING SET LOCATION
4.GENERATINGSETMOUNTING
5.VENTILATION
6. ENGINE EXHAUST
7. EXHAUST SILENCING
8. SOUND ATTENUATION
9. ENGINE COOLING
10. FUEL SUPPLY
11. SELECTING FUELS FOR STANDBY DEPENDABILITY
12. TABLES AND FORMULAS FOR ENGINEERING STANDBY GENERATING SETS:
Table 1 Length Equivalents
Table 2 Area Equivalents
Table 3 Mass Equivalents
Table 4 Volume and Capacity Equivalents
Table 5 Conversions for Units of Speed
Table 6 Conversions of Units of Power
Table 7 Conversions for Measurements of Water
Table 8 Barometric Pressures and Boiling Points of Water at Various Altitudes
Table 9 Conversions of Units of Flow
Table 10 Conversions of Units of Pressure and Head
Table 11 Approximate Weights of Various Liquids
Table 12 Electrical Formulae
Table 13 kVA/kW Amperage at Various Voltages
13. GLOSSARY OF TERMS
6

GENSETINSTALLATIONMANUAL
1. INSTALLATION FACTORS
Once the size of the generating set and the
required associated control panel and
switchgear have been established, plans for
installation can be prepared. Proper attention to
mechanical and electrical engineering details will
assure a satisfactory power system installation.
Factors to be considered in the installation of a
generator are:
Access and maintenance location.
Floor loading.
Vibration transmitted to building and
equipment.
Ventilation of room.
Engine exhaust piping and insulation.
Noise reduction.
Method of engine cooling.
Size and location of fuel tank.
Local, national or insurance regulations.
Smoke and emissions requirements.
2. MOVING THE GENERATING SET
The generating set base frame is specifically
designed for ease of moving the set. Improper
handling can seriously damage the generator
and components.
Using a forklift, the generating set can be lifted
or pushed/pulled by the base frame. An optional
"Oil Field Skid" provides forklift pockets if the set
will be regularly moved.
Never lift the generating set by attaching to
the engine or alternator lifting lugs!
For lifting the generating set, lift points are
provided on the base frame. Shackles and
chains of suitable length and lifting capacity
must be used and a spreader bar is required to
prevent damaging the set. See figure 2.1. An
optional "single point lifting bale" is available if
the generating set will be regularly moved by
lifting.
3. GENERATING SET LOCATION
The set may be located in the basement or on
another floor of the building, on a balcony, in a
penthouse on the roof or even in a separate
building. Usually it is located in the basement for
economics and for convenience of operating
personnel. The generator room should be large
enough to provide adequate air circulation and
plenty of working space around the engine and
alternator.
If it is necessary to locate the generating set
outside the building, it can be furnished
enclosed in a housing and mounted on a skid or
trailer. This type of assembly is also useful,
whether located inside or outside the building, if
the installation is temporary. For outside
installation the housing is normally
"weatherproof". This is necessary to prevent
water from entering the alternator compartment
if the generating set is to be exposed to rain
accompanied by high winds.
4. GENERATING SET MOUNTING
The generating set will be shipped assembled on
a rigid base that precisely aligns the alternator
and engine and needs merely to be set in place
(on vibration isolation pads for larger sets) and
leveled. See figure 4.1
4.1 Vibration Isolation
It is recommended that the generating set be
mounted on vibration isolation pads to prevent
the set from receiving or transmitting injurious or
objectionable vibrations. Rubber isolation pads
are used when small amount of vibration
transmission is acceptable. Steel springs in
combination with rubber pads are used to
combat both light and heavy vibrations. On
smaller generating sets, these isolation pads
should be located between the coupled
engine/alternator feet and the base frame. The
base frame is then securely attached to the floor.
On larger sets the coupled engine/alternator
7

GENSETINSTALLATIONMANUAL
should be rigidly connected to the base frame
with vibration isolation between the base frame
and floor. Other effects of engine vibration can
be minimized by providing flexible connections
between the engine and fuel lines, exhaust
system, radiator air discharge duct, conduit for
control and power cables and other externally
connected support systems.
4.2 Floor Loading
Floor loading depends on the total generating
set weight (including fuel and water) and the
number and size of isolator pads. With the base
frame mounted directly on the floor, the floor
loading is:
Generating Set Weight
Floor
Loading = Area of Skids
With vibration isolation between the base frame
and the floor, if the load is equally distributed
over all isolators, the floor loading is:
Total Generating Set
Weight
Floor
Loading = Pad Area x Number of
Pads
Thus, floor loading can be reduced by increasing
the number of isolation pads.
If load is not equally distributed, the
maximum floor pressure occurs under the
pad supporting the greatest proportion of
load (assuming all pads are the same size):
Load on Heaviest Loaded
Pad
Max Floor
Pressure = Pad Area
5. VENTILATION
Any internal combustion engine requires a liberal
supply of cool, clean air for combustion. If the air
entering the engine intake is too warm or too thin,
the engine may not produce its rated power.
Operation of the engine and alternator radiates
heat into the room and raises the temperature of
the room air. Therefore, ventilation of the
generator room is necessary to limit room
temperature rise and to make clean, cool intake
air available to the engine
When the engine is cooled by a set mounted
radiator, the radiator fan must move large
quantities of air through the radiator core. There
must be enough temperature difference between
the air and the water in the radiator to cool the
water sufficiently before it re-circulates through
the engine. The air temperature at the radiator
inlet depends on the temperature rise of air
flowing through the room from the room inlet
ventilator. By drawing air into the room and
expelling it outdoors through a discharge duct,
the radiator fan helps to maintain room
temperature in the desirable range.
In providing ventilation, the objective is to
maintain the room air at a comfortable
temperature that is cool enough for efficient
operation and full available power, but it should
not be so cold in winter that the room is
uncomfortable or engine starting is difficult.
Though providing adequate ventilation seldom
poses serious problems, each installation should
be analyzed by both the distributor and the
customer to make sure the ventilation provisions
are satisfactory
5.1 Circulation
Good ventilation requires adequate flow into and
out of the room and free circulation within the
room. Thus, the room should be of sufficient size
to allow free circulation of air, so that
temperatures are equalized and there are no
pockets of stagnant air. See figure 5.1. The
generating set should be located so that the
engine intake draws air from the cooler part of
the room. If there are two or more generating
sets, avoid locating them so that air heated by
the radiator of one set flows toward the engine
intake or radiator fan of an adjacent set. See
figure 5.2.
8

GENSETINSTALLATIONMANUAL
9

GENSETINSTALLATIONMANUAL
10

GENSETINSTALLATIONMANUAL
5.2 Ventilators
To bring in fresh air, there should be an inlet
ventilator opening to the outside or at least an
opening to another part of the building through
which the required amount of air can enter. In
smaller rooms, ducting may be used to bring air to
the room or directly to the engine's air intake. In
addition, an exit ventilator opening should be
located on the opposite outside wall to exhaust
warm air. See Figure 5.3
Both the inlet and exit ventilators should have
Louvers for weather protection. These may be
fixed but preferably should be movable in cold
climates. For automatic starting generating sets,
if the louvers are movable, they should be
automatically operated and should be
programmed upon starting the engine.
5.3 Inlet Ventilator Size
Before calculating the inlet ventilator size, it is
necessary to take into account the radiator cooling air
flow requirements and the fan static pressure available
when the generating set is operating at its rated load.
In standard room installations, the radiated heat is
already taken into account in the radiator air flow.
For generator room installation with remote
radiators, the room cooling airflow is calculated
using the total heat radiation to the ambient air of
the engine and alternator and any part of the
exhaust system.
Engine and alternator cooling air requirements for
generating sets when operating at rated power are
shown on specification sheets. Exhaust system
radiation depends on the length of pipe within the
room, the type of insulation used and whether the
silencer is located within the room or outside. It
usual to insulate the exhaust piping and silencer
so that heat radiation from this source may be
neglected in calculating air flow required for
room cooling.
After determining the required air flow into the
room, calculate the size of inlet ventilator opening
to be installed in the outside wall. The inlet
ventilator must be large enough so that the
negative flow restriction will not exceed a
maximum of 10 mm (0.4 in) H20. Restriction values
of air filters, screens and louvres should be
obtained from manufacturers of these items.
5.4 Exit Ventilator Size
Where the engine and room are cooled by a set
mounted radiator, the exit ventilator must be large
enough to exhaust all of the air flowing through
electric motor to discharge air vertically.the room,
except the relatively small amount that enters the
engine intake.
6. ENGINE EXHAUST
Engine exhaust must be directed to the outside
through a properly designed exhaust system that
does not create excessive back pressure on the
engine. A suitable exhaust silencer should be
connected into the exhaust piping. Exhaust system
components located within the engine room should
be insulated to reduce heat radiation. The outer
end of the pipe should be equipped with a rain cap
or cut at 60oto the horizontal to prevent rain or
snow from entering the exhaust system. If the
building is equipped with a smoke detection
system, the exhaust outlet should be positioned
so it cannot off the smoke detection alarm.
6.1 Exhaust Piping
For both installation economy and operating
efficiency, engine location should make the
exhaust piping as short as possible with minimum
bends and restrictions. Usually the exhaust pipe
extends through an outside wall of the building and
continues up the outside of the wall to the roof.
There should be a sleeve in the wall opening to
absorb vibration and an expansion joint in the pipe
to compensate for length ways thermal expansion
or contraction. See figure 6.1.
It is not normally recommended that the engine
exhaust share a flue with a furnace or other
equipment since there is danger that back
pressure caused by one will adversely affect
operation of the others. Such multiple use of a
flue should be attempted only if it is not
detrimental to performance of the engine or any
other equipment sharing the common flue.
The exhaust can be directed into a special stack
that also serves as the outlet for radiator discharge
air and may be sound-insulated. The radiator
discharge air enters below the exhaust gas inlet so
that the rising radiator air mixes with the exhaust
gas. See figures 6.2 and 6.3. The silencer may be
located within the stack or in the room with its tail
pipe extending through the stack and then outward.
Air guide vanes should be installed in the stack to
turn radiator discharge air flow upward and to
reduce radiator fan air flow restriction, or the
sound insulation lining may have a curved contour
to direct air flow upward.
11

GENSETINSTALLATIONMANUAL
12

GENSETINSTALLATIONMANUAL
For a generating set enclosed in a penthouse on
the roof or in a separate outdoor enclosure or
trailer, the exhaust and radiator discharges can
flow together above the enclosure without a stack.
Sometimes for this purpose the radiator is
mounted horizontally and the fan is driven by an
electric motor to discharge air vertically.
6.2 Exhaust Pipe Flexible Section
A flexible connection between the manifold and the
exhaust piping system should be used to prevent
transmitting engine vibration to the piping and the
building, and to isolate the engine and piping from
forces due to thermal expansion, motion or weight
of piping. A well designed flex section will permit
operation with ±13 mm (0.5 in) permanent
displacement in any direction of either end of the
section without damage. Not only must the section
have the flexibility to compensate for a nominal
amount of permanent mismatch between piping
and manifold, but it must also yield readily to
intermittent motion of the Generating Set on its
vibration isolators in response to load changes.
The flexible connector should be specified with
the Generating Set.
6.3 Exhaust Pipe Insulation
No exposed parts of the exhaust system should be
near wood or other inflammable material. Exhaust
piping inside the building (and the silencer if
mounted inside) should be covered with suitable
insulation materials to protect personnel and to
reduce room temperature. A sufficient layer of
suitable insulating material surrounding the piping
and silencer and retained by a stainless steel or
aluminum sheath may substantially reduce heat
radiation to the room from the exhaust system.
An additional benefit of the insulation is that it
provides sound attenuation to reduce noise in the
room.
6.4 Minimizing Exhaust Flow Restriction
Free flow of exhaust gases through the pipe is
essential to minimize exhaust backpressure.
Excessive exhaust backpressure seriously affects
engine horsepower output, durability and fuel
consumption. Restricting the discharge of gases
from the cylinder causes poor combustion and
higher operating temperatures. The major design
factors that may cause high backpressure are:
Exhaust pipe diameter too small
Exhaust pipe too long
Too many sharp bends in exhaust system
Exhaust silencer restriction too high
At certain critical lengths, standing pressure
waves may cause high back pressure
Excessive restriction in the exhaust system can be
avoided by proper design and construction. To
make sure you will avoid problems related to
excessive restriction, ask the distributor to
review your design.
The effect of pipe diameter, length and the
restriction of any bends in the system can be
calculated to make sure your exhaust system is
adequate without excessive back pressure. The
longer the pipe, and the more bends it contains,
the larger the diameter required avoiding
excessive flow restriction and back pressure. The
backpressure should be calculated during the
installation stage to make certain it will be within
the recommended limits for the engine.
Measure the exhaust pipe length from your
installation layout. See figure 6.4. Take exhaust
flow data and backpressure limits from the
generating set engine specification sheet. Allowing
for restrictions of the exhaust silencer and any
elbows in the pipe, calculate the minimum pipe
diameter so that the total system restriction will not
exceed the recommended exhaust backpressure
limit. Allowance should be made for deterioration
and scale accumulation that may increase
restriction over a period of time.
Elbow restriction is most conveniently handled by
calculating an equivalent length of straight pipe for
each elbow and adding it to the total length of
pipe. For elbows and flexible sections, the
equivalent length of straight pipe is calculated as
follows:
45oElbow:
Length(ft) = 0.75 ×Diameter (inches)
90oElbow:
Length(ft) = 1.33 ×Diameter (inches)
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GENSETINSTALLATIONMANUAL
Flexible Sections:
Length(ft): 0.167 ×Diameter (inches)
The following formula is used to calculate the
backpressure of an exhaust system:
CLRQ2
P = D5
Where:
P = back pressure in inches of mercury
C = .00059 for engine combustion airflow of 100 to
400 cam
= .00056 for engine combustion airflow of 400 to
700 cam
= .00049 for engine combustion airflow of 700 to
2000 cam
= .00044 for engine combustion airflow of 2000 to
5400 cam
L = length of exhaust pipe in feet
R = exhaust density in pounds per cubic foot
41.1
R =
Exhaust temperature oF* + 460oF
Q = exhaust gas flow in cubic feet per minute*
D = inside diameter of exhaust pipe in inches*
Available from engine specification sheet
These formulae assume that the exhaust pipe is
clean commercial steel or wrought iron. The
backpressure is dependent on the surface finish of
the piping and an increase in the pipe roughness
will increase the backpressure. The constant 41.1
is based on the weight of combustion air and fuel
burned at rated load and SAE conditions. See
engine specification sheet for exhaust gas
temperature and airflow. Conversion tables to other
units are provided in Section 12.
7. EXHAUST SILENCING
Excessive noise is objectionable in most locations
Since a large part of the generating set noise is
produced in the engine's pulsating exhaust, this
noise can be reduced to an acceptable level by
using an exhaust silencer. The required degree of
silencing depends on the location and may be
regulated by law. For example, the noise of an
engine is objectionable in a hospital area but
generally is not as objectionable in an isolated
pumping station.
7.1 Exhaust Silencer Selection
The silencer reduces noise in the exhaust system
by dissipating energy in chambers and baffle tubes
and by eliminating wave reflection that causes
resonance. The silencer is selected according to
the degree of attenuation required by the site
conditions and regulations. The size of silencer
and exhaust piping should hold exhaust
backpressure within limits recommended by the
engine manufacturer.
Silencers are rated according to their degree of
silencing by such terms as "low degree" or
"industrial", "moderate" or "residential" and
degree" or "critical".
Low-Degree or Industrial Silencing Suitable for
industrial areas where 'high background noise
level is relatively high or for remote areas where
partly muffled noise is permissible.
Moderate-Degree or Residential Silencing -
Reduces exhaust noise to an acceptable level in
localities where moderately effective silencing is
required - such as semi-residential areas where
a moderate background noise is always present.
High-Degree or Critical Silencing – Provides
maximum silencing for residential, hospital,
school, hotel, store, apartment building and
other areas where background noise level is low
and generating set noise must be kept to a
minimum.
Silencers normally are available in two
configurations - (a) end inlet, end outlet, or (b) side
inlet, end outlet. Having the choice of these two
configurations provides flexibility of installation,
such as horizontal or vertical, above engine, on
outside wall, etc. The side-inlet type permits 90o
change of direction without using an elbow. Both
silencer configurations should contain drain fittings
in locations that assure draining the silencer in
whatever attitude it is installed.
The silencer may be located close to the engine,
with exhaust piping leading from the silencer to the
outside; or it may be located outdoors on the wall
or roof. Locating the silencer close to the engine
affords best overall noise attenuation because of
minimum piping to the silencer. Servicing and
draining of the silencer is likely to be more
convenient with the silencer indoors.
However, mounting the silencer outside has the
advantage that the silencer need not be insulated
(though it should be surrounded by a protective
screen). The job of insulating piping within the
room is simpler when the silencer is outside, and
the insulation then can aid noise attenuation.
Since silencers are large and heavy, consider their
dimensions and weight when you are planning the
exhaust system. The silencer must be adequately
supported so its weight is not applied to the
engine's exhaust manifold or turbocharger. The
silencer must fit into the space available without
requiring extra bends in the exhaust piping, which
would cause high exhaust back pressure, A
side-inlet silencer may be installed horizontally
above the engine without requiring a great amount
of headroom.
Silencer or exhaust piping within reach of personnel
should be protected by guards or insulation. Indoor,
it is preferable to insulate the silencer and piping
because the insulation not only protects personnel,
but it reduces heat radiation to the room and further
14

GENSETINSTALLATIONMANUAL
reduces exhaust system noise. Silencers mounted
horizontally should be set at a slight angle away
from the engine outlet with a drain fitting at the
lowest point to allow the disposal of any
accumulated moisture.
8. SOUND ATTENUATION
If noise level must be limited, it should be specified
in terms of a sound pressure level at a given
distance from the generator enclosure. Then the
enclosure must be designed to attenuate the noise
generated inside the enclosure to produce the
required level outside. Don't attempt to make this
noise level unnecessarily low, because the means
of achieving it may be costly.
Use of resilient mounts for the generating set plus
normal techniques for controlling exhaust, intake
and radiator fan noise should reduce generating
set noise to an acceptable level for many
installations. If the remaining noise level is still too
high, acoustic treatment of either the room or the
generating set is necessary. Sound barriers can be
erected around the generating set, or the walls of
the generator room can be sound insulated, or the
generating set can be enclosed in a specially
developed sound insulated enclosure. See figure
8.1.
In most cases it is necessary that the air intake
and air discharge openings will have to be fitted
with sound attenuators. If it is desired to protect
operating personnel from direct exposure to
generating set noise, the instruments and control
station may be located in a separate
sound-insulated control room.
9. ENGINE COOLING
Some diesel engines are air-cooled but the
majority is cooled by circulating a liquid coolant
through the oil cooler if one is fitted and through
passages in the engine block and head. Hot
coolant emerging from the engine is cooled and
reticulated through the engine. Cooling devices
are commonly coolant-to-air (radiator) or
coolant-to-raw water (heat exchanger) types.
In the most common generating set installation,
the engine coolant is cooled in a set-mounted
radiator with air blown through the radiator core by
an engine driven fan. Some installations use a
remotely mounted radiator, cooled by an electric
motor-driven fan. Where there is a continuously
available supply of clean, cool raw water, a heat
exchanger may be used instead of a radiator; the
engine coolant circulates through the heat
exchanger and is cooled by the raw water supply.
An important advantage of a radiator cooling
system is that it is self-contained. If a storm or
accident disrupted the utility power source, it might
also disrupt the water supply and disable any
generating set whose supply of raw water
depended upon a utility.
Whether the radiator is mounted on the generating
set or mounted remotely, accessibility for servicing
the cooling system is important. For proper
maintenance, the radiator fill cap, the cooling
system drain cocks, and the fan belt tension
adjustment must all be accessible to the operator.
9.1 Set Mounted Radiator
A set-mounted radiator is mounted on the
generating set base in front of the engine. See
figure 9.1. An engine-driven fan blows air through
the radiator core, cooling the liquid engine coolant
flowing through the radiator.
15

GENSETINSTALLATIONMANUAL
Set mounted radiators are of two types. One type is
used with the cooling fan mounted on the engine. The
Set mounted radiators are of two types. One type is
used with the cooling fan mounted on the engine. The
fan is belt-driven by the crankshaft pulley in a
two-point drive. The fan support bracket, fan
spindle and drive pulley are adjustable with
respect to the crankshaft pulley in order to
maintain proper belt tension. The fan blades
project into the radiator shroud, which has
sufficient tip clearance for belt tension adjustment.
The other type of set mounted radiator consists of an
assembly of radiator, fan, drive pulley' and
adjustable idler pulley to maintain belt tension.
Fan is mounted with its center fixed in a venture
shroud with very close tip clearance for high-
efficiency performance. The fan drive pulley, idler
pulley and engine crankshaft pulley are precisely
aligned and connected in a three-point drive by the
belts. This second type of set-mounted radiator
usually uses an airfoil-bladed fan with the
close-fitting shroud.
The proper radiator and fan combinations will be
provided by and furnished with the generating
set. Air requirements for cooling a particular
generator are given in the specification sheet. The
radiator cooling air must be relatively clean to
avoid clogging the radiator core. Ad
It is recommended that a set-mounted radiator's
Discharge air should flow directly outdoors through
a duct that connects the radiator to an opening in
an outside wall. The engine should be located as
close to the outside wall as possible to keep the
avoid clogging the radiator core. Adequate
filtration of air flowing into the room should assure
relatively clean air. However if the air at the site
normally contains a high concentration of dirt, lint,
sawdust, or other matter, the use of a remote
radiator, located in a cleaner environment, may
alleviate a core-clogging problem.
It is recommended that a set-mounted radiator's
Discharge air should flow directly outdoors through
a duct that connects the radiator to an opening in
an outside wall. The engine should be located as
close to the outside wall as possible to keep the
ducting short. If the ducting is too long, it may be
more economical to use a remote radiator. The
airflow restriction of the discharge and the inlets
duct should not exceed the allowable fan static
pressure.
When the set-mounted radiator is to be connected
to a discharge duct, a duct adapter should be
specified for the radiator. A length of flexible duct
material (rubber or suitable fabric) between the
radiator and the fixed discharge duct is required to
isolate vibration and provide freedom of motion
between the generating set and the fixed duct.
9.2 Remote Radiator
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GENSETINSTALLATIONMANUAL
A remote radiator with electric motor-driven can be
installed in any convenient location away from the
generating set. See figure 9.2.
A well-designed remote radiator has many useful
features and advantages that provide greater
flexibility of generating set installations in
buildings.
More efficient venture shroud and fan provide a
substantial reduction in horsepower required for
engine cooling. The fan may be driven by a
thermostatically controlled motor, which will only
draw power from the generating set when required
to cool the engine. A remote radiator can be
located outdoors where there is less air flow
restriction and air is usually cooler than engine
room air, resulting in higher efficiency and smaller
size radiator; and fan noise is removed from the
building.
Remote radiators must be connected to the
engine cooling system by coolant piping,
including flexible sections between engines and
piping.
9.3 Remote Radiator/Heat
Exchanger System
Another type of remote radiator system employs a
heat exchanger at the engine. See figure 9.3 and
9.4. In this application, the heat exchanger
functions as an intermediate heat exchanger to
isolate the engine coolant system from the high
static head of the remote radiator coolant. The
engine pump circulates engine coolant through the
engine and the element of the heat exchanger.
A separate pump circulates radiator coolant
between the remote radiator and the heat
exchanger tank.
Heat exchangers also are used for cooling the
engine without a radiator, as described in the
Following section.
9.4 Heat Exchanger Cooling
A heat exchanger may be used where there is a
continuously available supply of clean, cool raw
water. Areas where excessive foreign material in
the air might cause constant radiator clogging -
such as in sawmill installations - may be logical
sites for heat exchanger cooling. A heat exchanger
cools the engine by transferring engine coolant
heat through passages in the elements to cool raw
water. Engine coolant and raw cooling water flows
are separated completely in clos ed systems, each
with its own pumps, and never intermix.
9.5 Antifreeze Protection
If the engine is to be exposed to low temperatures, the
cooling water in the engine must be protected from
freezing. In radiator-cooled installations, antifreeze
may be added to the water to prevent freezing.
Ethylene glycol permanent antifreeze is
recommended for diesel engines. It includes its
own corrosion inhibitor, which eventually may have
to be replenished. Only a non-chromate inhibitor
should be used with ethylene glycol.
The proportion of ethylene glycol required is
dictated primarily by the need for protection
against freezing in the lowest ambient air
temperature that will be encountered. The
concentration of ethylene glycol must be at least
30% to afford adequate corrosion protection. The
concentration must not exceed 67% to maintain
adequate heat transfer capability.
For heat exchanger cooling, antifreeze does only
half the job since it can only be used in the engine
waterside of the heat exchanger. There must be
assurance that the raw water source will not
freeze.
9.6 Water Conditioning
Soft water should always be used in the engine
whether cooling is by radiator or by heat
exchanger. Adding a commercial softener is the
easiest and most economical method of water
softening. Your Distributor can recommend
suitable softeners. Manufacturers instructions
should be carefully followed.
10. FUEL SUPPLY
A dependable fuel supply system must assure
instant availability of fuel to facilitate starting and to
keep the engine operating. This requires, at a
minimum, a small day tank (usually incorporated
into the generating set base frame - called a base
tank) located close to the set. With generally only a
capacity of 8 hours operation, this day tank is often
backed up by an auxiliary remote fuel system
including a bulk storage tank and the associated
pumps and plumbing. Extended capacity base
tanks are also generally available for longer
operation prior to refueling. Especially for standby
generating sets it not advisable to depend on
regular delivery of fuel. The emergency that
requires use of the standby set may also interrupt
the delivery of fuel.
10.1 Fuel Tank Location
The day tank should be located as close to the
generating set as possible. Normally it is safe to
store diesel fuel in the same room with the
generating set because there is less danger of fire
or fumes with diesel than with petrol (gasoline).
Thus if building codes and fire regulations permit,
the day tank should be located in the base of the
generating set, along side the set, or in an
adjacent room.
17

GENSETINSTALLATIONMANUAL
Where a remote fuel system is to be installed with
a bulk storage tank, the bulk tank may be located
outside the building where it will be convenient for
refilling, cleaning and inspection. It should not,
however, be exposed to freezing weather because
fuel flow will be restricted as viscosity increases
with cold temperature. The tank may be located
either above or below ground level.
10.2 Remote Fuel Systems
Which is higher than the base tank, remote fuel systems are
recommended by the manufacturer:
Fuel System1: Installations where the bulk fuel tank is
lower than the day tank.
Fuel System 2: Installations where the fuel tank is
higher than the day tank.
Fuel System 3: Installations where the generating
set is fed directly from a high-level bulk tank.
Fuel System 4: Installations where fuel must be
pumped from a freestanding bulk fuel tank to the
day tank.
Fuel System 5: Installation where a separate day tank
is fed via a pumped system from a bulk fuel
tank.
Fuel System 1: The bulk fuel tank is lower than
the day tank. The fuel must be pumped up from the
bulk tank to the day tank, which is integrated into
the base frame. See figure 10.1.
The key components are the bulk fuel tank (item
1) which is lower than the base tank, remote fuel
system controls (item 2) located in the generating
set control panel, an AC powered electric fuel
pump (item 3), fuel level switches in the base tank
(item 4), an extended vent on the base tank
(item5), the fuel supply line (item 6), the fuel return
line (item 7), and a fuel strainer (item 8) on the
inlet side of the pump.
When set to automatic, the system operates as
follows: the fuel level sensor senses Low fuel level
in the base tank. The pump begins to pump fuel
from the bulk tank to the base tank through the fuel
supply line. To help ensure that clean fuel reaches
the engine, fuel from the bulk tank is strained just
prior to the electric fuel pump. When the base tank
is full, as sensed by the fuel level sensor, the pump
stops. If there should be any overflow of fuel in the
base tank, the excess will drain back into the bulk
tank via tile return line.
With this system, the base tank must include the
overflow (via the return line), a 1.4 metro extended
vent to prevent overflow through the vent, sealed
fuel level gauges on the base tank and no manual
fill facility All other connections on top of the tank
must be sealed to prevent leakage. Fuel System 1
is not compatible with the polyethylene fuel tanks
standard on smaller generating sets. The
optional metal tank is required. A 2001 Series
control system (or above) is required.
The position of the bulk fuel tank should take into
account that the maximum suction lift of the fuel
transfer pump is approximately 3 meters and that
the maximum restriction caused by the friction
losses in the return fuel line should not exceed
2psi.
Fuel System 2: The bulk tank is located higher
Than the base tank. With this system the fuel is
Gravity fed from the bulk tank to the base tank.
Figure 10.2.
The key components are the bulk fuel tank (item 1), system
controls (item 2) located in the generating set
control panel, a DC motorized fuel valve (item3),
fuel level switches in the base tank (item 4), an
extended vent/return line (continuous rise) on the
base tank (item 5), the fuel supply line (item 6), a
fuel strainer (item 7) and an isolating valve at the
bulk tank (item 8).
When set to automatic, the system operates as
follows: the fuel level sensor senses low fuel level in
the base tank. The DC motorized valve is opened
and fuel is allowed to flow from the high
Level bulk tank to the base tank by the force of
Gravity. To help ensure that clean fuel reaches the
Engine, fuel from the bulk tank is strained just prior
to the motorized valve. When the base tank is full,
as sensed by the fuel level sensor, the motorized
18

GENSETINSTALLATIONMANUAL
valve is closed. Any overflow into the base tank or
overpressure in the base tank will flow back to the
bulk tank via the extended vent.
With this system, the base tank must include an
overflow via the return line, sealed fuel level
gauges and no manual fill facility. All other
connections on top of the tank must be sealed to
prevent leakage. Fuel System 2 is not compatible
with the polyethylene fuel tanks standard on
smaller generating sets. The optional metal tank
is required. A 2001 Series control system (or above)
is required.
Distance 'A' in Figure 10.2 is limited to 1400mm
for all generating sets with metal base tanks.
Fuel System 3: It is possible to have the engine
base frame (see Figure 10.3).
The key components are the high-level bulk fuel
tank (item 1), the fuel supply line (item 2), a fuel
return line (item 3) and an isolating valve at the
bulk tank (item 4).
The system operates as follows: With the isolating
valve open, fuel is gravity fed to the engine. Any
overflow is passed back to the bulk tank via the
return line.
Distance 'A’ in Figure 10.3 is limited to:
Output range Height
30KVA-250KVA 3300mm
275KVA-750KVA 6000mm
1550KVA-2200 KVA 2500mm
Note: These are maximum heights. These heights
may need to be reduced depending on further
restriction caused by pipeline sizes, length and
obstruction in the return line.
Fuel System 4: Some installations may require a
system where fuel is pumped from a freestanding
bulk tank (see Figure 10.4). This pumped system
would only be used if gravity feed were not
possible from the bulk tank to the base tank.
The key components are the above ground bulk
fuel tank (item 1), remote fuel system controls
(item 2) located in the generating set control panel,
an AC Fuel Pump (item 3), a DC motorized fuel
valve (item 4), fuel level switches in the base tank
(item 5), the fuel supply line (item 6), an extended
vent/return line (continuous rise) on the base tank
(item 7), a fuel strainer (item 8) and an isolating
valve at the bulk tank, (item 9).
When set to automatic, the system operates as
follows: the fuel level sensor senses low fuel level
in the base tank. The DC motorized valve is
opened and the pump begins to pump fuel from the
bulk tank to the base tank through the supply line.
To help ensure that clean fuel reaches the engine,
fuel from the bulk tank is strained just prior to the
motorized valve. When the base tank is full, as
sensed by the fuel level sensor, the pump stops
and the motorized valve is closed. Any overflow
into the base tank or overpressure in the base tank
will flow back to the bulk tank via the extended
vent.
With this system, the base tank must include an
overflow via the return line, sealed fuel level
gauges and no manual fill facility. All other
connections on top of the tank must be sealed to
prevent leakage. Fuel System 4 is not compatible
with the polyethylene fuel tanks standard on smaller
generating sets. The optional metal tank is
required.
Distance 'A' on Figure 10.4 is limited to 1400mm
For all generating sets with metal base tanks. Note
that the maximum restriction caused by friction
losses and height of the return line should not
exceed 2 psi.
Fuel System 5: In some installations it is
necessary to use a separate day tank supplied
via a pumped system from a bulk tank (see
Figure 10.5).
19